JS32 FLC INCORRECTLY ASSUME THEY HAVE PASSED PITTZ INTXN ON THE PIT RWY 28L FINAL; AND BEGIN ALT DSCNT AND SPD REDUCTION ONLY TO BE TAKEN OFF THE FINAL APCH COURSE DUE TO OVERTAKING TFC.

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THE FO AND I WERE RECEIVING RADAR VECTORS IN HVY TFC FLOW FOR ILS RWY 28L AT PIT. UPON BEING GIVEN A HDG TO INTERCEPT; WE WERE ADVISED TO 'MAINTAIN 4000 FT UNTIL ESTABLISHED; CLRED FOR ILS RWY 28L; MAINTAIN 170 KTS TO PITTZ.' THE FO READ THE CLRNC BACK. ONCE ESTABLISHED ON THE APCH; BELIEVING I CROSSED PITTZ; I SLOWED AND WE STARTED CONFIGURING THE AIRPLANE FOR LNDG. SHORTLY AFTER; THE CTLR ADVISED US TO PICK UP OUR SPD TO 170 KTS. SINCE WE WERE ALREADY PARTIALLY CONFIGURED; WE WERE UNABLE TO DO SO. BECAUSE OF INADEQUATE SEPARATION WITH THE ACFT BEHIND US; THE APCH CLRNC WAS CANCELED AND WE WERE GIVEN A HDG OF 180 DEGS AND AN ALT OF 3000 FT FOR RESEQUENCING. THAT WAS SHORTLY FOLLOWED BY A HDG OF 090 DEGS AND A CLB TO 5000 FT. ONCE WE WERE ON HDG AND ALT; THE CTLR ADVISED US THAT WE WERE TOLD TO MAINTAIN 4000 FT; AND TO DSND TO 4000 FT. WHILE DSNDING; HE TURNED US ON A HDG TO INTERCEPT THE LOC AND WE WERE ADVISED TO 'MAINTAIN 4000 FT UNTIL ESTABLISHED; CLRED FOR ILS RWY 28L; MAINTAIN 170 KTS TO PITTZ.' WE CONTINUED THE APCH AND LANDED UNEVENTFULLY. I BELIEVE THE PROB AROSE WHEN I PREMATURELY SLOWED THE AIRPLANE BELIEVING WE HAD CROSSED PITTZ WHEN IN FACT WE WERE 3 MI PRIOR. SOME CONTRIBUTING FACTORS MAY HAVE BEEN PLT FATIGUE; INCLEMENT WX WITH STRONG WINDS AND A LOW TIME FO. PERTAINING TO THE ALT ISSUE WHILE RECEIVING VECTORS FOR RESEQUENCING; WE BOTH ARE CONFIDENT THAT 5000 FT WAS WHAT WE WERE INSTRUCTED TO CLB TO AND 5000 FT IS THE ALT THE FO READ BACK TO THE CTLR. SUPPLEMENTAL INFO FROM ACN 502040: WE CONFIGURED THE ACFT ON GS AS TRAINED RATHER THAN AT PITTZ AS INSTRUCTED BY ATC. LOW CEILINGS; RAIN AND STRONG WINDS PLAYED A ROLE AS WELL AS PLT ACKNOWLEDGED FATIGUE AND LOW TIME FO FIXATED ON NAV (IE; GS; LOC CORRECTIONS; AS WELL AS ALT CALLOUTS).